Induction air cooling for watercraft

ABSTRACT

A watercraft has a compact construction and a water tight engine compartment. The air inside the engine compartment becomes warm due the radiating engine heat. This warming of the induction air reduces combustion efficiency, lower engine performance. An induction air cooling arrangement is provided to cool the air inside the engine compartment without using excess engine compartment space and not restricting induction airflow. The cooler provides the engine with cooler, denser air in order to improve combustion, therefore raising engine performance.

PRIORITY INFORMATION

[0001] This application is based on and claims priority to Japanese Patent Application No. 2000-390254, filed Dec. 22, 2000, the entire contents of which is hereby expressly incorporated by reference.

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] The present invention generally relates to induction air cooling for watercraft. More particularly, the present invention relates to coolers, which use water to dissipate heat from induction air entering the engines of personal watercraft.

[0004] 2. Description of the Related Art

[0005] Personal watercraft are a sporting type of watercraft. These watercraft are fairly compact in construction and have substantially water tight engine compartments in order to slow or prevent the ingress of water when capsized. Accordingly, the engine heats air inside the engine compartment, which is used by the engine for combustion. Such heating of the induction air reduces combustion efficiency, lowering engine performance.

[0006] Conventionally the air inside such engine compartments has been cooled by means of an intercooler directly cooling the induction air or by a fan directly cooling the engine itself. The disadvantage of using an intercooler is that it restricts the airflow into the engine, lowering engine performance. The large amount of space required to mount a fan causes this cooling approach to likewise be a disadvantage.

SUMMARY OF THE INVENTION

[0007] The present invention is a watercraft including a hull defining an engine compartment, an engine positioned within the engine compartment, and an induction system configured to guide air into the engine. The watercraft also includes a cooling system configured to cool at least one component within the engine compartment with water in which the watercraft can operate, and an induction air cooler configured to receive water from the cooling system to cool air flowing in the induction system.

[0008] In accordance with another aspect of the invention a watercraft includes a hull defining an engine compartment, and an engine positioned within the engine compartment. An induction system is configured to guide air into the engine. The watercraft also includes a means for cooling air flowing in the induction system with water from a body of water in which the watercraft can operate.

[0009] In accordance with yet another aspect of the present invention, a watercraft includes a hull defining an engine compartment. An engine is positioned within the engine compartment. An induction system is configured to guide air into the engine, and at least one induction air cooler is configured to use water as a cooling medium flowing inside the housing of the cooler and to thereby cool induction air coming into thermal communication with the outer surface of the cooler housing. The induction air cooler is placed adjacent to an inlet of the induction system.

BRIEF DESCRIPTION OF THE DRAWINGS

[0010] These and other features, aspects and advantages of the present invention will now be described with reference to the drawings of a preferred embodiment, which embodiment is intended to illustrate and not to limit the invention. The drawings comprise 7 figures.

[0011]FIG. 1 is a partially sectioned, side elevational view of a personal watercraft arranged and configured in accordance with certain features, aspects and advantages of the present invention. Certain components have been illustrated with hidden lines and other components are not illustrated for clarity.

[0012]FIG. 2 is a top plan view of the watercraft of FIG. 1. Certain components are illustrated with hidden lines, other components are illustrated with phantom lines and yet other components are not illustrated for clarity.

[0013]FIG. 3 is a port side elevational view of an engine of the watercraft of FIG. 1 illustrating an induction air cooler.

[0014]FIG. 4 is a top plan view of the engine shown in FIG. 3.

[0015]FIG. 5 is a front elevational of the engine shown in FIG. 3.

[0016]FIG. 6 is a simplified sectional view of the induction air cooler shown in FIG. 3.

[0017]FIG. 7 is a partial cross-sectional rear elevational view of a modification of the watercraft shown in FIGS. 1-6. A profile of a hull of the watercraft is shown schematically.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0018] With reference to FIGS. 1 and 2, an overall configuration of a personal watercraft 10 and its engine 12 is described below. The watercraft 10 employs the internal combustion engine 12, which is configured in accordance with a preferred embodiment of the present invention. The described engine configuration has particular utility for use within the watercraft, and thus, is described in the context of watercraft. The engine configuration also can be applied to other types of watercraft, such as, for example, small jet boats and other vehicles that can benefit from cooled induction air.

[0019] With reference initially to FIG. 1, the watercraft 10 includes a hull 14 formed with a lower hull section 16 and an upper hull section or deck 18. The lower hull section 16 and the upper hull section 18 preferably are coupled together to define an internal cavity 20. A bond flange 22 defines an intersection of both of the hull sections 16, 18. The illustrated upper hull section 14 preferably comprises a hatch cover 24, a control mast 26 and a seat 28, which are arranged generally in series from fore to aft.

[0020] In the illustrated arrangement, a forward portion of the upper hull section 18 defines a bow portion 30 that slopes upwardly. An opening not shown can be provided through the bow portion 30 so the rider can access the internal cavity 20. The hatch cover 24 can be detachably affixed (e.g., hinged) to the bow portion 30 to resealably cover the opening.

[0021] The control mast 26 extends upwardly to support a handle bar 32. The handle bar 32 is provided primarily for controlling the direction of the watercraft 10. The handle bar 32 preferably carries other mechanisms, such as, for example, a throttle lever (not shown) that is used to control the engine output (i.e., to vary the engine speed).

[0022] Foot areas 34 are defined on both sides of the seat 28 along a portion of the upper hull section 18. The foot areas 34 are formed generally flat but may be inclined to provide a suitable drain configuration.

[0023] A fuel tank 40 is positioned in the cavity 20 under the bow portion 30 of the upper hull section 18. A duct preferably couples the fuel tank 40 with a fuel inlet port positioned at a top surface of the bow 30 of the upper hull section 18. A closure cap 42 (see FIG. 1) closes the fuel inlet port to inhibit water infiltration.

[0024] The engine 12 is disposed in an engine compartment defined, for instance, within the cavity 20. The engine compartment preferably is located under the seat 28, but other locations are also possible (e.g., beneath the control mast or in the bow). In general, the engine compartment can be defined within the cavity 20 by forward and/or rearward bulkheads. Other configurations, however, are possible.

[0025] A pair of air ducts 43, 44 with respective duct openings 45, 47 are provided in the illustrated arrangement such that the air within the internal cavity 20 can be readily replenished or exchanged. The engine compartment, however, is substantially sealed to protect the engine 12 and other internal components from water.

[0026] A jet pump unit 46 propels the watercraft 10. Other types of marine drives can be used depending upon the application. The jet pump unit 46 preferably is disposed within a tunnel 48 formed on the underside of the lower hull section 16. The tunnel 48 has a downward facing inlet 50 opening toward the body of water. A jet pump housing 52 is disposed within a portion of the tunnel 48. Preferably, an impeller 53 is supported within the housing 52.

[0027] An impeller shaft 54 comprising one or more segments extends forwardly from the impeller and is coupled with a crankshaft 56 of the engine 12 by a suitable coupling member 58. The crankshaft 56 of the engine 12 thus drives the impeller shaft 54. The rear end of the housing 52 defines a discharge nozzle 57. A steering nozzle 60 is affixed proximate the discharge nozzle 57. The nozzle can be pivotally moved about a generally vertical steering axis. The steering nozzle 60 is connected to the handle bar 32 by a cable or other suitable arrangement so that the rider can pivot the nozzle 60 for steering the watercraft.

[0028] With reference to FIGS. 3, 4, and 5, the engine 12 in the illustrated arrangement operates on a two-stroke cycle combustion principal. The engine 12 includes a cylinder head member 62 to close respective upper ends of cylinder bores (not shown). The cylinder head member 62, the cylinder bores and pistons (not shown) define combustion chambers (not shown). A lower cylinder block member or crankcase member 66 is attached to the lower end of a cylinder block 64 to close the respective lower ends of the cylinder bores. A crankshaft (not shown) is rotatably connected to the pistons through connecting rods (not shown).

[0029] Engine mounts 68 preferably extend from both sides of the engine 12. The engine mounts 68 can include resilient portions made of, for example, a rubber material. The engine 12 preferably is mounted on the lower hull section 16, specifically, a hull liner, by the engine mounts 68 so that the engine 12 is inhibited from conducting vibration energy to the hull section 16.

[0030] An exhaust system delivers exhaust gases from the engine into an exhaust manifold 70 through three manifold channels 72. The exhaust gases further travel through two exhaust expansion pipes, 74,76, and through a water lock 78. The water lock 78 is preferably located on the left side of the jet pump unit 46 and is designed to prevent the reverse flow of water from entering the engine 12. The exhaust system includes a catalyst 80 for aiding in cleaning the discharged exhaust gases and a heat shield 82 to keep the exhaust generated heat from radiating into the internal cavity 20 of the engine compartment. The exhaust system continues through a rear exhaust pipe 84, which communicates with the propulsion tunnel 48 and discharges the exhaust gases to the rear of the watercraft 10.

[0031] Water supplied under pressure through a coolant conduit 86 form the jet pump unit 46 is used to cool the exhaust as well as the engine itself A distribution conduit 88 disperses coolant to the exhaust manifold 70 through various ports 90 and further to the cylinder block 64 and cylinder head 62. A bypass valve 92 allows the coolant to finally cool expansion pipes 74, 76 before being discharged out the back of the watercraft 10 along with the exhaust gas.

[0032] An intake system comprising primary and secondary intake air boxes 94, 96 connected by an intake hose 98, is preferably located in the available space between the two exhaust expansion pipes 74, 76. The secondary air box 96 is directly connected to a series of carburetors 100 mounted with intake manifolds 110 to the engine block 64. A resonator acting as an intake silencer 102 is attached to the intake hose 98 and assists as a reservoir for water in the intake system during capsizing. The water collected in the resonator 102 drains into the primary air box 94 and is further drained through a one-way valve 104 located in the primary air box 94 when the watercraft is returned to its original position.

[0033] In order to further prevent water invasion into the engine 12, a lower rim 106 of the primary air box outlet port is positioned higher than an upper rim 108 of a secondary air box inlet port. This arrangement aids in preventing water from entering the secondary air box 96 from the primary air box 94 when the watercraft 10 is returned to its upright position from a capsized position.

[0034] With reference to FIG. 6, an induction air cooler 116 preferably is mounted in close vicinity to an inlet 114 located in the primary air box 94. Preferably, the induction air cooler 116 is positioned such that at least some of the air entering the inlet 114 passes into thermal communication with the induction air cooler 116, before flowing through the inlet 114.

[0035] The induction air cooler 116 is preferably made of an aluminum material and comprises a cooler housing 118 surrounding an internal coolant passage 120. A coolant inlet port 122 communicating with the coolant passage 120 is located on the bottom of the cooler housing 118 and a coolant outlet 124 is located on top of the cooler housing 118. Coolant is supplied to the inlet port 122 of the induction air cooler 116 through a coolant supply line 126. A coolant drain line 128 drains the coolant from the induction air cooler 116 into the exhaust system or to the outside of the watercraft 10.

[0036] The induction air cooler 116 preferably includes a plurality of cooling fins 130. The cooling fins 130 are constructed and fastened to the induction air cooler 116 in order to increase the surface area of the induction air cooler 116, which increases the thermal conduction efficiency of the induction air cooler 116. The cooling fins 130 preferably are placed in parallel with the flow of induction air entering the engine 10 which provides the additional benefit of not restricting the flow of the induction air and provides better thermal communication between the induction air and the cooling fins 130.

[0037] In operation, the induction air surrounding and passing by the induction air cooler 116 is cooled by the cooler 116, thus providing the engine 10 with cooler, denser air improving engine performance. Where the air flows into thermal communication with the cooling fins 130, the air is further cooled due to the increased surface area offered by the cooling fins 130.

[0038] The induction air cooler 116 can also be used to cool the entire engine compartment by mounting one or more induction air coolers 116 within the internal cavity 20 to dissipate the heat radiated from the engine 10 during operation creating cooler, denser air improving engine performance.

[0039] With reference to FIG. 7, a four-stroke engine body 136 incorporating the air induction cooler 116 is described below. The engine body 136 in the illustrated arrangement operates on a four-stroke cycle combustion principal. With reference to FIG. 5, the engine body 136 includes a cylinder block 138 with four cylinder bores (not shown) formed side by side along a single inclined plane. The engine body 136, thus, is an inclined L4 (in-line four cylinder) type.

[0040] A cylinder head member 140 is affixed to the upper end of a cylinder block 138. A crankshaft 142 is journaled inside the cylinder block 138. The crankshaft 142 is rotatably connected to the pistons 144 through connecting rods 146.

[0041] The cylinder block 138 and the cylinder head member 140 together generally define the engine body 136. The engine body 136 preferably is made of an aluminum-based alloy. In the illustrated embodiment, the engine body 136 is oriented in an engine compartment 134 to position the crankshaft 142 generally parallel to a central plane. Other orientations of the engine, of course, are also possible (e.g., with a transversely or vertically oriented crankshaft).

[0042] The engine body 136 further includes an exhaust system 148 to discharge burnt charges, i.e., exhaust gases, from combustion chambers 150. In the illustrated arrangement, the exhaust system 148 includes four exhaust ports 152 that generally correspond to, and communicate with, the combustion chambers 150. The exhaust ports 152 preferably are defined in the cylinder head member 140. Exhaust valves 154 preferably are provided to selectively open and close the exhaust ports 152. An exhaust camshaft 156 can be provided to operate the exhaust valves 154.

[0043] The engine body 136 preferably includes an air induction system to introduce air to the combustion chambers 150. In the illustrated embodiment, an air induction system 158 includes four air intake ports 160 defined within the cylinder head member 140, which ports 160 generally correspond to and communicate with the four combustion chambers 150. Other numbers of ports can be used depending upon the application. Intake valves 162 are provided to open and close the intake ports 160 such that flow through the ports 160 can be controlled. An intake camshaft 164 can be used to control the intake valves 162.

[0044] The air induction system 158 also includes an air intake box 164 for smoothing intake airflow and acting as an intake silencer. The intake box 164 in the illustrated embodiment is generally rectangular and, along with an intake box cover 166, defines a plenum chamber 168. The intake box cover 166 can be attached to the intake box 164 with a number of intake box cover clips 170 or any other suitable fastener. Other shapes of the intake box of course are possible, however the plenum chamber preferably is as large as possible while still allowing for positioning within the space provided in the engine compartment. Air is introduced into the plenum chamber 168 through a pair of air inlet ports 172 and a filter 174.

[0045] With continued reference to FIG. 7, in the illustrated arrangement, the throttle bodies 176 slant toward the port side relative to a center axis of the engine body 136. Respective top ends 178 of the throttle bodies 176, in turn, open upwardly within the plenum chamber 168. Air in the plenum chamber 168 thus is drawn through the throttle bodies 176 and the intake ports 160 into the combustion chambers 150 when negative pressure is generated in the combustion chambers 150. The negative pressure is generated when the pistons 144 move toward the bottom dead center position from the top dead center position during the intake stroke.

[0046] The induction air cooler 116 is preferably mounted directly in front of the air inlet ports 172 such that air flowing into the inlet ports 172 first pass into thermal communication with the induction air cooler 116. Alternatively, or in addition, an induction air cooler 116 can be positioned within the air box 164 itself. Additionally, only one or a plurality of induction air coolers 116 can be provided in the engine compartment 134 in order to cool the induction air entering the engine improving engine performance. A plurality of air induction coolers 116 may also be used in conjunction with one another in order to more efficiently cool the air in the entire engine compartment 134 allowing for cooler induction air improving engine performance.

[0047] The illustrated engines merely exemplify one type of engine on which various aspects and features of the present invention can be used. Engines having a different number of cylinders, other cylinder arrangements, other cylinder orientations (e.g., upright cylinder banks, V-type, and W-type), and operating on other combustion principles (e.g., crankcase compression two-stroke, diesel, and rotary) are all practicable.

[0048] Of course, the foregoing description is that of certain features, aspects and advantages of the present invention to which various changes and modifications may be made without departing from the spirit and scope of the present invention. A watercraft need not feature all objects of the present invention to use certain features, aspects and advantages of the present invention. The present invention, therefore, should only be defined by the appended claims. 

What is claimed is:
 1. A watercraft comprising a hull, the hull defining an engine compartment, an engine positioned within the engine compartment, an induction system configured to guide air into the engine, a cooling system configured to cool at least one component within the engine compartment with water in which the watercraft can operate, and an induction air cooler configured to receive water from the cooling system to cool air flowing in the induction system.
 2. The watercraft of claim 1 additionally comprising at least one air duct between the engine compartment and the atmosphere.
 3. The watercraft of claim 1, wherein the engine includes at least one induction air intake passage.
 4. The watercraft of claim 3, wherein the at least one induction air cooler is mounted near the vicinity of the engine induction air intake passage.
 5. The watercraft of claim 1, wherein a plurality induction air coolers are mounted in various positions within the engine cavity.
 6. The watercraft of claim 1, wherein the cooler comprises a plurality of fins arranged substantially parallel to a flow of induction air.
 7. The watercraft of claim 6, wherein the induction air cooler is configured to transfer heat from induction air through the fins to water at a lower temperature than the induction air, the water being circulated through the induction air cooler.
 8. A watercraft comprising a hull, the hull defining an engine compartment, an engine positioned within the engine compartment, an induction system configured to guide air into the engine, and means for cooling air flowing in the induction system with water from a body of water in which the watercraft can operate.
 9. The watercraft of claim 9, additionally comprising at least on air duct configured to guide air between the engine compartment and the atmosphere.
 10. The watercraft of claim 9, wherein the engine includes at least one induction air intake passage.
 11. A watercraft comprising a hull, the hull defining an engine compartment, an engine positioned within the engine compartment, an induction system configured to guide air into the engine, at least one induction air cooler configured to use water as a cooling medium flowing inside the housing of the cooler and to thereby cool induction air coming into thermal communication with the outer surface of the cooler housing.
 12. The watercraft of claim 11, wherein the at least one induction air cooler is mounted near the vicinity of an inlet of an induction system.
 13. The watercraft of claim 11, wherein a plurality of induction air coolers are mounted in various positions within the engine compartment.
 14. The watercraft of claim 8, wherein the cooler comprises a plurality of fins arranged parallel to a flow of induction air.
 15. The watercraft of claim 14, wherein the induction air cooler transfers heat from the induction air through the fins to water at a lower temperature than the induction air, the water being circulated through the induction air cooler.
 16. A watercraft comprising a hull, the hull defining an engine compartment, an engine positioned within the engine compartment, an induction system configured to guide air into the engine, at least one induction air cooler configured to use water as a cooling medium flowing inside the housing of the cooler and to thereby cool induction air coming into thermal communication with the outer surface of the cooler housing, the induction air cooler be placed adjacent to an inlet of the induction system.
 17. The watercraft of claim 18, wherein a plurality of induction air coolers are placed adjacent the inlet.
 18. The watercraft of claim 18, wherein the induction air cooler is placed directly in front of the inlet. 